Engine cooling tube forming die and method

Abstract

The application discloses an engine cooling pipe forming die, belongs to the engine cooling pipe forming technical field, and is used for preparing an engine cooling pipe. The engine cooling pipe forming die comprises an upper die, a middle die and a lower die. The upper die, the middle die and the lower die are combined to form a forming cavity. Part of the forming cavity is in a bellows shape. The middle die comprises a limiting frame, a die core and two Harver blocks. The die core is arranged between the two Harver blocks and is slidably connected into the limiting frame. The die core is split type and comprises a first core segment and a second core segment. The first core segment abuts against the second core segment. The first core segment only partially forms the forming cavity, and the area is smooth structure. The first core segment is detachably arranged in the limiting frame. The second core segment is fixed into the limiting frame. The second core segment is formed with a convex rib at one end close to the first core segment. The height of the convex rib is higher than that of other areas of the die core. The application solves the problems of low efficiency and high defect rate of the die in related art when the engine cooling pipe is prepared.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine cooling pipe forming, and more particularly to an engine cooling pipe forming die and method. BACKGROUND

[0002] An engine is a core component of a vehicle. In a normal working state, the temperature of the engine can reach 80 to 90 degrees Celsius. If the engine is in a high-intensity working environment, the temperature of the engine can reach 90 degrees Celsius or above 100 degrees Celsius. Many parts are arranged around the engine, and the engine cooling pipe among the parts is used to circulate and deliver cooling water to the engine, thereby playing a role of shock absorption and heat insulation.

[0003] In order to adapt to the compact structure of the vehicle, the engine cooling pipe is generally a special-shaped pipe and has a relatively complex structure. The existing die has low precision, is not designed in view of the characteristics of the engine cooling pipe, and is prone to product appearance defects in the manufacturing process. In addition, the existing die cannot adapt to the subsequent demolding process, which not only leads to low demolding efficiency, but also is prone to quality problems in the demolding process. Once the engine is used in the vehicle, the cooling liquid may leak, and the engine is difficult to be effectively cooled.

[0004] Therefore, it is an urgent problem to be solved in the industrial production of China to construct an effective forming die for preparing the engine cooling pipe. SUMMARY

[0005] In order to solve the problems of low efficiency and high defect rate in the preparation of the engine cooling pipe by the die in the related art, the present application provides an engine cooling pipe forming die for preparing the engine cooling pipe. The engine cooling pipe forming die comprises an upper die, a middle die and a lower die, the upper die, the middle die and the lower die are combined to form a forming cavity, and part of the forming cavity is in a bellows shape. The middle die comprises a limiting frame, a die core and two Harver blocks. The die core is arranged between the two Harver blocks, and the two Harver blocks are slidingly connected to the limiting frame. The die core is split type and comprises a first core segment and a second core segment. The first core segment abuts against the second core segment. The first core segment only partially forms the forming cavity, and the area is a smooth structure. The first core segment is detachably arranged in the limiting frame. The second core segment is fixed in the limiting frame. The second core segment is formed with a convex rib at one end close to the first core segment, and the height of the convex rib is higher than that of other areas of the die core.

[0006] Further, one side of the first core segment abuts against the convex rib.

[0007] Further, the upper die and the lower die clamp the first core segment. The top and / or bottom of the first core segment is formed with a convex block for embedding into the upper die and the lower die, respectively. The convex block is located outside the forming cavity.

[0008] Further, the first core segment is formed with a slot at one end close to the second core segment, and the second core segment is formed with a plug post which is inserted into the slot.

[0009] Further, the application further comprises a plug holder which comprises a handle and a plug block at the end of the handle; the two ends of the first core segment are through, and the slot and the plug post are left with an annular gap; the plug block is formed with an annular fitting part which is inserted into the first core segment, and the fitting part fills at least part of the annular gap.

[0010] Further, the lower mold is provided with an upwardly extending limiting table and a limiting post; in the mold clamping state, the limiting table abuts against the outer sides of the two Harver blocks to avoid displacement of the two Harver blocks, and the limiting post is inserted into the limiting frame.

[0011] Further, the lower mold is further provided with a plurality of guide posts which are arranged in two rows on the two sides of the cavity and correspond to the positions of the two Harver blocks; the guide posts are inclined, and the top parts of the guide posts on the two sides of the cavity are inclined towards the directions away from the cavity, respectively; the bottom parts of the Harver blocks are correspondingly provided with inclined holes for accommodating the guide posts; and one side of the limiting table facing the cavity is also inclined towards the side away from the cavity.

[0012] Further, the upper mold is provided with a glue injection channel which penetrates the upper mold and communicates with the cavity; the mold core is concave, and the two ends of the mold core are higher than the middle part of the mold core.

[0013] Further, the top surface of the upper mold is formed with a glue injection groove which is S-shaped and meanders along the length direction of the mold core; the glue injection groove communicates with the glue injection channel; the middle part of the glue injection groove is provided with a glue injection point for receiving glue, and the glue injection point is staggered with the glue injection channel.

[0014] Further, the glue injection channel comprises two glue injection channels which are located at the positions close to the two ends of the glue injection groove, respectively.

[0015] To achieve the above purpose, the application further provides an engine cooling pipe forming method applied to an engine cooling pipe forming mold, which comprises the following steps:

[0016] Step one: mold vulcanization of the upper mold, the middle mold and the lower mold, mold opening of the upper mold, the middle mold and the lower mold after vulcanization, and the middle mold moving away from the upper mold and the lower mold;

[0017] Step 2: Move the two Haval blocks away from the cavity, remove the first core segment of the mold core, and separate the first core segment of the mold core from the second core segment, so that one end of the engine cooling pipe is hollow and open, and the end of the engine cooling pipe serves as a vent.

[0018] Step 3: Insert the pressurized gas delivery pipe into the vent, and input pressurized gas into the engine cooling pipe through the pressurized gas delivery pipe; the pressurized gas flows through the protrusion of the second core section of the mold core, and continues to pass through the surface of the second core section, causing the inner wall of the engine cooling pipe to detach from the second core section;

[0019] Step 4: Remove the pressurized gas delivery pipe from the ventilation section and pull the engine cooling pipe out from the second core section.

[0020] Furthermore, in step three, after inserting the pressurized gas delivery pipe into the vent, fasteners are clamped onto the outside of the vent.

[0021] Compared with the prior art, the technical solution provided by this invention has the following advantages:

[0022] The engine cooling pipe forming mold of this application has a core divided into two abutting sections and equipped with a Haval block that can slide within a limiting frame. This not only enables the vulcanization of complex engine cooling pipes but also allows the finished engine cooling pipe to be quickly and undamagedly removed from the mold. Specifically, when the mold opens, the cavity portion of the first core section has a smooth structure, allowing the user to directly pull the first core section out of the engine cooling pipe, leaving one end of the engine cooling pipe hollow. The user can then insert a pressurized gas delivery pipe into the hollow end of the engine cooling pipe and blow pressurized gas into it. The pressurized gas is directed towards the protrusion of the second core section, allowing it to easily pass over the protrusion and continue flowing over the surface of the second core section. This causes the engine cooling pipe to slightly expand due to the airflow, detaching it from the second core section. During this process, the Haval block can slide within the limiting frame to move away from the engine cooling pipe, providing ample space for expansion. Attached Figure Description

[0023] The accompanying drawings, which form part of this application, are used to provide a further understanding of the application and to make other features, objects, and advantages of the application more apparent. The illustrative embodiments and descriptions of this application are used to explain the application and do not constitute an undue limitation of the application. In the drawings:

[0024] Figure 1 This is a schematic diagram of the finished structure of the engine cooling pipe;

[0025] Figure 2 This is a schematic diagram of the structure of an engine cooling pipe forming mold in the mold-opening state according to an embodiment of this application;

[0026] Figure 3 This is a cross-sectional view of an engine cooling pipe forming mold in the mold-closed state according to an embodiment of this application;

[0027] Figure 4 This is a schematic diagram of the mating structure of the middle mold and lower mold of an engine cooling pipe forming mold according to an embodiment of this application;

[0028] Figure 5 This is a schematic diagram of the split structure of the first core segment and the second core segment of an engine cooling pipe forming mold according to an embodiment of this application;

[0029] Figure 6 This is a schematic diagram of the split structure of the first core segment, the second core segment, and the insert of the middle mold of an engine cooling pipe forming mold according to an embodiment of this application;

[0030] Figure 7 This is a schematic diagram of the lower mold structure of an engine cooling pipe forming mold according to an embodiment of this application;

[0031] Figure 8 This is a schematic diagram of the upper mold structure of an engine cooling pipe forming mold according to an embodiment of this application;

[0032] Figure 9 This is a schematic diagram of the upper mold structure of an engine cooling pipe forming mold according to an embodiment of this application;

[0033] Label Explanation:

[0034] 100. Upper mold; 110. Injection channel; 120. Injection groove; 120a. Injection point;

[0035] 200, Middle mold; 210, Limiting frame; 220, Mold core; 221, First core segment; 2211, Protrusion; 2212, Slot; 222, Second core segment; 2221, Protruding ridge; 2222, Insert post; 230, Haval block; 240, Insert holding part; 241, Grip bar; 242, Insert holding block; 2421, Mating part;

[0036] 300, lower mold; 310, limiting platform; 320, limiting post; 330, guide post;

[0037] 400, cavity;

[0038] 1. Engine cooling pipe; 11. Snap-fit ​​part; 12. Ventilation part. Detailed Implementation

[0039] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0040] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate for the embodiments of this application described herein.

[0041] In this application, the terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "middle," "vertical," "horizontal," "lateral," and "longitudinal" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments, and are not intended to limit the indicated devices, elements, or components to having a specific orientation, or to be constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientation or positional relationship; for example, the term "upper" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances.

[0042] like Figure 1 , Figure 2 and Figure 3 As shown, this application provides an engine cooling pipe forming mold for preparing an engine cooling pipe 1. The engine cooling pipe forming mold includes an upper mold 100, a middle mold 200 and a lower mold 300. The upper mold 100, the middle mold 200 and the lower mold 300 are combined to form a cavity 400. A portion of the cavity 400 is corrugated.

[0043] It is worth noting that the cavity 400 is not entirely arranged as a corrugated tube. In order to facilitate the connection between the engine cooling pipe 1 and the engine, both ends of the cavity 400 are smooth tubes, so that the two ends of the formed engine cooling pipe 1 are also smooth tubes.

[0044] Specifically, the corrugated cavity 400 can be molded into a corrugated engine cooling pipe 1. This type of engine cooling pipe 1 is highly flexible and can be adapted to the compact space inside the car.

[0045] like Figure 2 ,3 As shown, the intermediate mold 200 includes a limiting frame 210, a mold core 220, and two Haver blocks 230. The mold core 220 is disposed between the two Haver blocks 230, and the two Haver blocks 230 are slidably connected to the limiting frame 210.

[0046] like Figures 2 to 5 As shown, the mold core 220 is a split type, comprising a first core segment 221 and a second core segment 222, with the first core segment 221 abutting against the second core segment 222. Only a portion of the first core segment 221 forms the cavity 400, and this portion has a smooth structure. The first core segment 221 is detachably disposed within the limiting frame 210, and the second core segment 222 is fixed within the limiting frame 210. A protruding ridge 2221 is formed at the end of the second core segment 222 near the first core segment 221, and the height of the protruding ridge 2221 is higher than other areas of the mold core 220.

[0047] Specifically, such as Figure 1 As shown, the engine cooling pipe 1 manufactured by this mold also has the above-mentioned "protruding ridge" structure. This structure serves as the snap-fit ​​part 11 of the engine cooling pipe 1, which is intended to allow the engine cooling pipe 1 to be securely connected to the engine. This is also a common demand in the current market. However, this structure also increases the difficulty of demolding the finished product.

[0048] The engine cooling pipe forming mold of this application, such as Figure 4 , Figure 5 As shown, its mold core 220 is divided into two abutting sections and is equipped with a Haval block 230 that can slide within the limiting frame 210. This not only vulcanizes the complex engine cooling pipe 1, but also allows the engine cooling pipe 1 to be quickly and undamagedly removed from the mold.

[0049] In detail, during mold opening, the first core segment 221 forms a smooth part of the cavity 400 structure, allowing the user to directly pull the first core segment 221 out of the engine cooling pipe 1. One end of the engine cooling pipe 1 is hollow, allowing the user to insert a pressurized gas delivery pipe into the hollow end of the engine cooling pipe 1 and blow pressurized gas into it. The pressurized gas is directed towards the protrusion 2221 of the second core segment 222, allowing the pressurized gas to easily pass over the protrusion 2221 and continue flowing over the surface of the second core segment 222. This causes the engine cooling pipe 1 to slightly expand due to the airflow, detaching it from the second core segment 222. During this process, the Haval block 230 slides in advance within the limiting frame 210 to move away from the engine cooling pipe 1, providing sufficient expansion space for the engine cooling pipe 1.

[0050] As a counterexample, the first core segment 221 and the second core segment 222 are integrally formed, and the first core segment 221 cannot be separated from the second core segment 222. If the user directly blows air into the mold core 220 as a whole using a pressurized gas delivery pipe, it will be difficult for the gas to enter the engine cooling pipe 1. If the pressurized gas delivery pipe is inserted between the engine cooling pipe 1 and the mold core 220 for blowing air, it will damage the engine cooling pipe 1 and cause a more serious product defect. Moreover, the above counterexample is particularly difficult to apply to the engine cooling pipe 1 in this application because the protrusion 2221 of the second core segment 222 is high. When the pressurized gas delivery pipe is far from the protrusion 2221, the pressurized gas is difficult to pass through the protrusion 2221, and the engine cooling pipe 1 cannot be effectively removed from the mold core 220.

[0051] In this application, since the first core segment 221 can be directly removed, the distance between the pressure air source and the protrusion 2221 is greatly shortened during subsequent air blowing demolding. The airflow is directly facing the protrusion and can quickly pass through the protrusion 2221, so that the engine cooling pipe 1 can be demolded without damage and efficiently.

[0052] Furthermore, the end of the second core segment 222 furthest from the first core segment 221 is fixed to the limiting frame 210. Specifically, only a portion of the surface of the second core segment 222 constitutes the cavity 400.

[0053] Preferred, such as Figure 4 As shown, one side of the first core segment 221 abuts against the protrusion 2221, so that during subsequent demolding, the pressure gas delivery pipe can directly face the protrusion 2221, further improving the efficiency of air blowing demolding.

[0054] Furthermore, the mold core 220 is coated with colorless Teflon at least on the surface of its forming cavity 400. The non-stick properties of the Teflon coating can further prevent the finished cooling pipe from sticking to the mold core 220. When used in conjunction with the air blowing demolding process, it can further improve the demolding efficiency of the engine cooling pipe 1.

[0055] Optionally, the upper mold 100 and the lower mold 300 may be chrome-plated on the surfaces that form the cavity 400 to increase their service life.

[0056] Since the first core segment 221 of the mold core 220 in the above-mentioned engine cooling pipe molding die has high flexibility, the first core segment 221 may be displaced due to the pressure of the rubber material during the product vulcanization process, which may cause product defects. To solve this problem, preferably, the upper mold 100 and the lower mold 300 hold the first core segment 221 to prevent the first core segment 221 from displacing.

[0057] Specifically, such as Figure 4As shown, the top and / or bottom of the first core segment 221 are formed with protrusions 2211 for embedding into the upper mold 100 and the lower mold 300 respectively; the protrusions 2211 are located outside the cavity 400, so that the first core segment 221 is firmly held by the upper mold 100 and the lower mold 300.

[0058] Preferred, such as Figure 5 As shown, the first core segment 221 has a slot 2212 formed at one end near the second core segment 222, and the second core segment 222 has a post 2222 formed. The post 2222 is inserted into the slot 2212, so that the first core segment 221 and the second core segment 222 fit together more tightly.

[0059] Preferred, such as Figure 6 As shown, the engine cooling pipe forming mold also includes a retainer 240, which includes a handle 241 and a retaining block 242. The retaining block 242 is located at the end of the handle 241. The two ends of the first core segment 221 are through, and an annular gap is left between the slot 2212 and the insert 2222. The retaining block 242 forms an annular mating part 2421, which is inserted into the first core segment 221 and fills at least a portion of the annular gap. Before mold opening, the retainer 240 can be inserted into the first core segment 221 to hold it in place, preventing the first core segment 221 from losing support from the lower mold 300 and coming out of the limiting frame 210 when the mold opens. At the same time, the user can also pull out the first core segment 221 through the retainer 240, which provides higher safety. During the mold vulcanization process, the insert 240 can remain inside the first core segment 221 without interfering with the mold vulcanization process.

[0060] To further ensure the accuracy of the fit between the internal components of the engine cooling pipe mold and to prevent movement between components during the mold closing and vulcanization process, such as Figure 7 As shown, the lower mold 300 is provided with an upwardly extending limiting platform 310 and a limiting post 320; when the mold is closed, the limiting platform 310 abuts against the outer side of the two Haver blocks 230 to prevent the two Haver blocks 230 from being displaced, and the limiting post 320 is inserted into the limiting frame 210.

[0061] Furthermore, such as Figure 7As shown, the lower mold 300 is also provided with several guide pillars 330, which are arranged on both sides of the cavity 400, corresponding to the positions of the two Haver blocks 230. The guide pillars 330 are inclined, and the tops of the guide pillars 330 on both sides of the cavity 400 are inclined towards the direction away from the cavity 400 of the two Haver blocks 230. The bottom of the Haver blocks 230 is provided with inclined holes to accommodate the guide pillars 330. To cooperate with the guide pillars 330, the side of the limiting platform 310 facing the cavity 400 is also inclined towards the side away from the cavity 400. In this way, when the middle mold 200 separates from the lower mold 300, the two Haver blocks 230 can be directly separated under the action of the guide pillars 330, without the user having to manually separate the Haver blocks, reducing the user's workload.

[0062] Preferred, such as Figure 8 As shown, the upper mold 100 is provided with a glue injection channel 110 that penetrates the upper mold 100, and the glue injection channel 110 communicates with the cavity 400; as Figure 3 As shown, the mold core 220 is concave, with both ends of the mold core 220 being higher than the middle. This makes the flow of the adhesive material in the cavity 400 more controllable. The adhesive material can gradually accumulate from the middle of the mold core 220 to both ends. If the middle of the mold core 220 is higher than both ends, the adhesive material will be more likely to leak out from both ends of the mold core 220 due to gravity, which will aggravate product defects.

[0063] Specifically, such as Figure 8 , 9 As shown, the top surface of the upper mold 100 has an injection groove 120, which is S-shaped and meanders along the length of the mold core 220. The injection groove 120 connects to the injection channel 110, and an injection point 120a is provided in the middle of the injection groove 120 to receive the glue. The injection point 120a is offset from the injection channel 110. Thus, the full arc design of the S-shaped injection groove 120 can prolong the time for the glue to enter the cavity 400 and retain the kinetic energy of the glue. Combined with the concave design of the mold core 220, the glue smoothly fills the entire corrugated cavity 400, effectively avoiding some defects in the glue injection process, such as air bubbles and runner joint marks.

[0064] More specifically, such as Figure 8 , 9 As shown, there are two glue injection channels 110, which are located near the end of the glue injection groove 120.

[0065] Preferably, the glue injection channel 110 gradually narrows towards the cavity 400, with its inlet diameter being larger than its outlet diameter, to make the glue injection smoother. Specifically, the inlet diameter of the glue injection channel 110 is 6mm to 10mm, and the outlet diameter is 2mm to 4mm.

[0066] As a specific solution, this embodiment also provides an engine cooling pipe forming method, applied to the engine cooling pipe forming mold in the above solutions, comprising the following steps:

[0067] Step 1: The upper mold 100, middle mold 200, and lower mold 300 are closed for vulcanization. After vulcanization, the upper mold 100, middle mold 200, and lower mold 300 are opened, with the middle mold 200 moved away from the upper mold 100 and lower mold 300.

[0068] Optionally, before step one, a cutting machine can be used to form a semi-finished rubber compound, and then an injection vulcanizing machine can be used to inject the semi-finished rubber compound into the engine cooling pipe forming mold in this embodiment.

[0069] Step Two: The two Haval blocks 230 are moved away from the cavity 400, the first core segment 221 of the mold core 220 separates from the second core segment, and the first core segment 221 of the mold core 220 is removed, making one end of the engine cooling pipe 1 hollow and open, as shown. Figure 1 As shown, the hollow end of the engine cooling pipe 1 serves as a ventilation section 12.

[0070] Optionally, the two Haver blocks 230 can be moved away from the cavity 400 by the user manually moving the Haver blocks 230, or the lower mold 300 can be equipped with guide pillars 330, and as the middle mold 200 moves away from the lower mold 300, the Haver blocks 230 move away from the cavity 400 under the action of the guide pillars 330.

[0071] Since the first core segment 221 can be removed from the limiting frame 210, the Haval block 230 can slide away from the engine cooling pipe 1, without interfering with the subsequent expansion of the engine cooling pipe 1 during demolding, providing sufficient space for the engine cooling pipe 1 to detach from the second core segment 222.

[0072] Preferably, the first core segment 221 can be removed from the limiting frame 210 using the insert 240 to prevent the user from being burned during operation.

[0073] Step 3: Insert the pressurized gas delivery pipe into the vent 12, and input pressurized gas into the engine cooling pipe 1 through the pressurized gas delivery pipe. The pressurized gas flows through the protrusion 2221 of the second core segment 222 of the mold core 220, and continues to pass through the surface of the second core segment 222, causing the inner wall of the engine cooling pipe 1 to detach from the second core segment 222.

[0074] Furthermore, in step three, after inserting the pressurized gas delivery pipe into the vent 12, fasteners are fastened to the outside of the vent 12 to prevent the pressurized gas delivery pipe from detaching from the engine cooling pipe 1 during the gas delivery process.

[0075] Step 4: Remove the pressurized gas delivery pipe from the ventilation section 12 and pull the engine cooling pipe 1 out from the second core section 222.

[0076] In the above steps, the second core segment 222 and the Haval block 230 can always remain in the middle mold. When vulcanizing again, the first core segment 221 only needs to be refilled into the middle mold for reuse, making the operation quick.

[0077] In this application, the terms "installation," "setup," "equipped with," "connection," "linking," and "socketing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0078] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An engine cooling pipe forming mold, used to manufacture engine cooling pipes, characterized in that, It includes an upper mold, a middle mold, and a lower mold, which together form a cavity, and a portion of the cavity is corrugated tubular. The middle mold includes a limiting frame, a mold core, and two Haver blocks; The mold core is disposed between the two Haval blocks, and the two Haval blocks are slidably connected to the limiting frame; The mold core is a split type, comprising a first core segment and a second core segment, with the first core segment abutting against the second core segment; only a portion of the first core segment forms a cavity, and this portion has a smooth structure; the first core segment is detachably disposed within the limiting frame; the second core segment is fixed to the limiting frame; a protruding ridge is formed at one end of the second core segment near the first core segment, and the height of the protruding ridge is higher than that of other areas of the mold core; One side of the first core segment abuts against the protruding ridge.

2. The engine cooling pipe forming mold according to claim 1, characterized in that: The upper and lower molds hold the first core segment in place; The top and / or bottom of the first core segment are formed with protrusions for embedding into the upper mold and the lower mold, respectively; the protrusions are located outside the cavity.

3. The engine cooling pipe forming mold according to claim 2, characterized in that: The first core segment has a slot formed at one end near the second core segment, and the second core segment has a post formed therein, the post being inserted into the slot.

4. The engine cooling pipe forming mold according to claim 3, characterized in that: It also includes a holding member, which includes a grip and a holding block, the holding block being located at the end of the grip; The two ends of the first core segment are through, and an annular gap is left between the slot and the insertion post; The insert block has an annular mating portion that is inserted into the first core segment and fills at least a portion of the annular gap.

5. The engine cooling pipe forming mold according to claim 1, characterized in that: The lower mold is provided with an upwardly extending limiting platform and limiting post; When the mold is closed, the limiting platform abuts against the outer side of the two Haver blocks to prevent the two Haver blocks from shifting, and the limiting post is inserted into the limiting frame.

6. The engine cooling pipe forming mold according to claim 5, characterized in that: The lower mold is also provided with a number of guide pillars, which are arranged on both sides of the cavity and correspond to the positions of the two Haver blocks; The guide post is inclined, and the tops of the guide posts on both sides of the cavity are inclined toward the two Haver blocks away from the cavity. The bottom of the Haver block is provided with an inclined hole to accommodate the guide post. The side of the limiting platform facing the cavity is also tilted towards the side away from the cavity.

7. The engine cooling pipe forming mold according to claim 1, characterized in that: The upper mold is provided with a glue injection channel that penetrates the upper mold, and the glue injection channel communicates with the cavity; The mold core is concave, with both ends of the mold core being higher than the middle part of the mold core.

8. The engine cooling pipe forming mold according to claim 7, characterized in that: The top surface of the upper mold has an injection groove, which is S-shaped and meanders along the length of the mold core. The glue injection groove is connected to the glue injection channel; The glue injection tank has a glue injection point in the middle for receiving glue, and the glue injection point is offset from the glue injection channel.

9. The engine cooling pipe forming mold according to claim 8, characterized in that: The glue injection channel comprises two channels, located near the two ends of the glue injection groove.

10. A method for forming an engine cooling pipe, applied to the engine cooling pipe forming mold according to any one of claims 1 to 9, characterized in that, Includes the following steps: Step 1: The upper mold, middle mold, and lower mold are closed for vulcanization. After vulcanization, the upper mold, middle mold, and lower mold are opened, with the middle mold moved away from the upper and lower molds. Step 2: Move the two Haval blocks away from the cavity, separate the first core segment and the second core segment of the mold core, remove the first core segment of the mold core, so that one end of the engine cooling pipe is hollow and open, and the end of the engine cooling pipe serves as a vent. Step 3: Insert the pressurized gas delivery pipe into the vent, and input pressurized gas into the engine cooling pipe through the pressurized gas delivery pipe; the pressurized gas flows through the protrusion of the second core section of the mold core, and continues to pass through the surface of the second core section, causing the inner wall of the engine cooling pipe to detach from the second core section; Step 4: Remove the pressurized gas delivery pipe from the ventilation section and pull the engine cooling pipe out from the second core section.

11. The method for forming an engine cooling pipe according to claim 10, characterized in that: In step three, after inserting the pressurized gas delivery pipe into the vent, fasteners are clamped onto the outside of the vent.

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